Selective control system



p 5, 1939- i F. H. RICHTERKESSING 2,171,855

SELECTIVE CONTROL. SYSTEM Original Filed July 29, 1932 lb *iw C5/28 c 21 ,0 SN SR FQANK H QICHTERKESSING F292 (WM/"W Patented Sept.

UNITED STATES PATENT OF FICE 2,171,865 SELECTIVE CONTROL SYSTEM Frank H. Richterkessing, Louisville, 'Ky 'fassi'g nor The present application is a parent application 29, 1932 and entitled Original application 10, 1937, Serial No.

7 Claims.

division of my Ser. No. 626,241, filed on July Speed selective control system, which application issued on September 7,

1937 as Letters Patent The invention in the presnt application relates ation, are illustrat ating.

ed in the parent application N. 158,362, filed on August Heretofore, the common method of providing selective operation power on" of a vehicle. fairly satisfactory,

, cable to controls operated or power off While this depended upon the use of the operating motors method of selection is by vehicles propelled by self-contained power systems.

Changes in ope rating conditions have also 01f power to the motors of the vehicle and coast Similarly the use of motor current down-hill for selection encounters difficulties through the regeneration of the vehicle motors.

July 29, 626,241. Divided and this or overhead trolley I conductor D '-is represented 'an actuating device or trolley pontactonconsisting 'of a pair'of con-' 1932, "Serial No. application August 'hicleoperatesiat'a' speed greater than the predetermined amount.

The present application provides an additional feature, not found in my original application filed Serial Number Another the other part is operated regardless'of the speedof the vehicle.

mechanism.

The-character!) designates a current conductor Wire. Positioned adjacent the tact members I and IA that are arranged to be when the armature engaged by a current collector W of a vehicle.

It is to be understood that, although I have illustrated the contact members as being engaged by the current collector W, such contact members may be of any construction to provide the equivalent operation as a vehicle passes a given point.

The relay C is provided with an operating coil CR and a holding coil CH, which control an armature CI operating between contacts 25 and 26.

The relay B is provided with an operating coil BR and an armature BI gnor'mally engaging a contact I1 located within a. magnetic blowout represented by the symbol BL. The relay B is of the slow release type, and is provided with means, symbolically represented by CSI, for retarding the release of its armature BI upon deenergization of its operating coil BR. It is well known to those familiar with the art that many methods may be employed to retard the release of an armature, such as an oil dash-pot, a copper or brass sleeve about the core of the relay, a mechanical inertia device, or any combination of the latter.

The relay S is a slow pick-up relay, and is provided with an operating coil SS and an armature SI operating between contacts I5 and II. The relay S is provided with means, symbolically represented by CS, for retarding the pick-up of armature SI. It is apparent that this device may be of the same character as employed on relay B, arranged for operation in the reverse order.

Resistance units R and RC may be of any of the conventional forms ordinarily employed in electrically controlled apparatus to limit the amount of current in a circuit.

With further reference to Fig. 1, it will be noted that relays 'C and S, in addition to their electrical functions, have a mechanical relation one to the other. When the relays C and S are in their normal conditions, the armature SI can be moved to either of its operative positions, but CI is in engagement with its front contact 25, the armature SI can not be operated, since a mechanical latch, operated by armature CI, mechanically locks armature SI against operation. This mechanical latch is symbolically represented by the characters LA, and it is believed the illustration of this device so its functions, that a further detailed description of its construction is unnecessary, since it will be evident to those familiar with the art how such "a device can be constructed to provide the mechanical relations dealt with in the description of Fig. 3.

' In Fig. 1 the circuits are arranged so that selective energization of the solenoids SN and SR is provided only when the current collector W first engages contact member I and then successively engages contact member IA. The circuits are further arranged so that, when the current collector initially engages contact member IA, only the solenoid SN is energized. In other words, the vehicle moving in one direction, can affect selective operation of the switch tongue 0 accordthe motorman, while the movedirection will always operate the switch tongue 0 to the same position regardless of the will of the motor man.

The operating coil BR of relay B is normally energized, and normally retains its armature BI in engagement with front contact II. The circuit for the energization of operating coil BR being completed from the current conductor D, through wire DI, wire D2, operating coil BR, wire I3,

resistance unit R, wire 24, back contact 25, arma ture CI, wire 5, armature SI, back contact II, wire I, solenoid SN, wire I9, wire 26 to ground G. The current flowing in the latter circuit is sufficient to energize operating coil BR, but is not suflicient to energize solenoid SN. Assuming that the vehicle is moving in the direction so that contact member I is initially engaged, it will be apparent that, while the contact member I is so engaged, the operating coil SS of relay S is energized. The circuit for energizing operating coil SS being completed from. the current conductor D, through the current collector W to contact member I, through wire 2, operating coil SS, wire 3|, resistance unit RC, wire 32, wire 1, solenoid SN, wire I9, wire 20 to ground G. It must likewise be understood that the current flowing in this circuit is not sufiicient to energize solenoid SN. As previously mentioned, armature SI is provided with a device for retarding its pick-up.

It will be evident, therefore, that armature SI will not instantly disengage its back contact II, when the operating coil SS is energized. However, should the operating coil SS be energized for a sufficient length of time, the armature SI will disengage back contact II and engage its front contact 6. It will be apparent that the length of time the operating coil SS is energized is dependent entirely upon the length of time the current collector engages the contact member I, That is, if the vehicle is traveling at a relatively high speed, the operating coil SS is energized for a comparatively short period, while the vehicle traveling at a relatively low speed, the operating coil SS is energized for a comparatively long period.

In the event the current collector engages the contact member I for a comparatively long period, armature SI disengages contact II and engages contact 6. As soon as the current collector disengages contact member I, and comes into engagement with contact member IA, a circuit is established for energizing operating coil CR. The latter circuit being completed from the current conductor D, through the current collector to contact member IA, wire 29, operating coil CR, wire 30, wire 3 I, resistance unit RC, wire 32, wire 1, solenoid SN, wire I9, wire 20, to the ground G. It must be further understood that the current flowing in the latter circuit is not sufficient to energize solenoid SN. Instant to the energization of operating coil CR, armature CI disengages back contact 25 and engages front contact 26, thereby completing a circuit for conducting energization current to solenoid SR. The latter circuit being completed from the trolley conductor D, through wire DI, armature BI front contact I'I, wire 28, low resistance holding coil CI-I, wire 21, contact 26, armature CI, wire 5, armature SI, front contact 5, wire I9, solenoid SR, wire I8, wire 20 to ground G.

Incident to the current collector disengaging contact member I, operating coil SS became deenergized. However, armature SI did not disengage front contact 6, since the engagement of the current collector with contact member IA and the resultant operation of armature CI operated the mechanical latch LA, and mechanically locked armature SI in its operated position. It must be noted that the holding coil OH is placed in series with the circuit conducting energization current to the solenoids SN or SR. This feature provides for the retaining of armature CI in engagement with its front contact 26 as long as energization current flows to either of the gaging contact member I,

tact-member IA. Onthe other-hand,

;'-2;171,865 solenoids SN or SR, even :though the current collector disengages contact member IA.

When the armature Cl contact .25, thencircuit including the..operating member for a comparatively short period, armature SI will not dis-engage its back contact of relay S. Therefore, armature Cl will mecha-nicallylock armature SI inengagement with its back contact H, and close the circuit for paratively short period. If the current collector .IA and engages conan operation of the armature SI. If the current collector disengages contact member IA and engages contact member I after the armature Bl period, the solenoid SR noid SR. will not be energized if the current collectorengages thecontact member. IB for acomcut is likewise not sufiicient to energize solenoid SN. e Incident to the engagement of armatureCZ and front not result in armature B2 instantly disengaging A predetermined time after operating coil BN operating coil BN, controlling solenoid SN,

The vehicle, in moving to fromleft to right, subsequentlybrings current-collector -W into. engageis de-energized, armature B2 disengages contactog 'pleted for energizing operating coil ment with contact member IB, and thereby completes a circuit for energizing solenoid SS. The latter circuit being completed from thetrolley conductor D, through the current collector to contact member B, through wire 3|, operating coil SS, wire 32, resistance unit RC, wire 33, wire 9, solenoid SR, wire i9, wire 20 to ground G. It is to be further understood that the current flowing in the latter circuit is not sufiicient to energize solenoid SR.

Upon energization of operating coils SS, armature Bl does not instantly engage contact l1, since armature BI is provided with a retarded pickup device, symbolically represented by CS. Obviously, this device may be of the same type described for relay S in Fig. 1.

Should the current collector remain in engagement with contact member [13 for a comparatively long period, the operating coil SS will be energized for a time sufficient to bring armature Bl into engagement with contact l1.

As soon as the current collector advances and engages contact member IA, a circuit is com- CR. The latter circuit being completed from the current conductor D, through the current collector W to contact member IA, through wire 29, operating coil CR, wire 30, resistance unit RC, wire 33, wire 9, solenoid SR, wire l9, wire is to be also understood that the current flowing in the circuit just described, is not sufiicient to energize solenoid SR.

The energization of operating coil CR raises armature Cl into engagement with contact 26, thereby completing a circuit for conducting energization current to solenoid SR. The latter circuit being completed-from the current conductor D, through wire DI, wire D2, armature Cl, contact 26, wire 21, low resistance holding coil CH, wire 28, armature Bl, wire l5, wire 9, solenoid SR, wire l9, wire 20 to ground G. It is to be noted that the low resistance holding coil CH is connected in series with the circuit conducting energization current to solenoid SR. This feature provides for the retaining oi armature CI in engagement with contact 26 as long as energization current flows to solenoid SR, even though the current collector W disengages contact member IA.

The current collector W in disengaging contact member IB, opened the circuit of operating coil SS, and accordingly de-energized the operating coil SS. The de-energization of operating coil SS did not result in armature Bl instantly relay S is provided with means to retard the release of armature Bl in addition to the device previously mentioned for retarding its pickup. Therefore, a predetermined time after the de-energization of operating coil SS, armature Bl disengages contact l1, thereby discontinuing the flow of energization current to solenoid SR. Thus it is apparent that the operation of armature Bl to discontinue the flow of energization current to solenoid SR, is independent of the length of time the current collector engages contact member IA.

Should the vehicle move from right to left, the contact member IA will be first engaged. Therefore, the operation of relay C will not direct energization current to solenoid SR, since armature Bl is not in engagement with contact ll. Similarly, when the current collector advances and engages contact member IB, the armature Cl will instantly release, and, even though the time of engagement of current collector W and contact member IB is sufiicient to bring armature Bl into engagement with contact 11, energization current will not be directed to solenoid SR, since the circuit is opened by the dis-engagement of armature Cl and contact 25.

The foregoing description, made in conjunction with the accompanying drawing, illustrated the features of my invention applied to the selective control of an electrically operated track switch. However, it is to be understood that modifications of my invention, for the selective control of signals, are numerous, and have not been included, since it is believed that it will be apparent to those skilled in the art, the variations in circuit arrangements necessary to meet numerous signal applications. Therefore, my invention is not to be restricted to the specific arrangements shown and described, and claims commensurate with the scope of my invention must accordingly embrace operation of signals as well as switches.

Having thus described my invention, I claim:

1. A selectively operated relay system comprising, a trolley contactor having a pair of contact members to current collector; a selector switch; a normally de-energized operating coil for the said switch; means, controlled by the engagement of said current collector with one of said contact members, to energize providing operation of the said switch, only when the said operating coil is continuously energized otherwise; and of tlie said current collector with the other of said con-.- tact members, to retain the said switch operated as long as the said current collector engages the said other contact member, only when the said operating coil is continuously energized-for the said predetermined time, and the said cur-, rent collector successively engages the said other contact member, and not otherwise.

2. A selectively operated relay system comprising, a trolley contactor having a pair of contact members to be successively engaged by a current collector; a source of power; a selector switch; a normally de-energized operating coil for the said selector switch; means, controlled by the engagement of said current collector with one of said contact members, to energize the D said operating co'l; means providing operation of the said switch, only when the said coil is continuously energized for a predetermined time, and not otherwise; and means, controlled by the engagement of the said current collector with: the other of said contact members, to connect the said selector switch to thesaid source of power.

3. In a selectively operated control system comprising, an electrically operated mechanism adapted to be operated to one position while a vehicle is passing over a particular portion of its path of travel; a vehicle-actuated ,contactor having a pair of normally open contacts to be successively closed by a vehicle; a time-delay relay for determining selectively the operation of the said mechanism; means, responsive to the closing of one of said contacts, operating the said time-delay relay, when the said one contact is closed for a predetermined time; and means. responsive to the closing of the other of said contacts, for cooperating with the said time-delay relay to operate the said mechanism, only when the said time-delay relay is operated, and not otherwise, I

the selective,-

be successively engaged by a,

the said operating coil; means.

switch, to operate the said mechanism, when the ing, a source of power; a trolley contactor having switch, only when the said one contact is con Jector with one of said contact members, for tinuously closed for a predetermined time; and closing one of said switches; means responsive 6. A track switch operating system comprismember for a predetermined time. ing, a trolley contactor having a pair of contact FRANK H. RICHTERKESSING. 

